EP3405423B1 - Dispositif de freinage pour une cabine d'un système d'ascenseur - Google Patents

Dispositif de freinage pour une cabine d'un système d'ascenseur Download PDF

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Publication number
EP3405423B1
EP3405423B1 EP17701060.0A EP17701060A EP3405423B1 EP 3405423 B1 EP3405423 B1 EP 3405423B1 EP 17701060 A EP17701060 A EP 17701060A EP 3405423 B1 EP3405423 B1 EP 3405423B1
Authority
EP
European Patent Office
Prior art keywords
brake pad
wedge
braking
setting
braking device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP17701060.0A
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German (de)
English (en)
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EP3405423A1 (fr
Inventor
Eduard STEINHAUER
Thomas Kuczera
Marius Matz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TK Elevator Innovation and Operations GmbH
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TK Elevator Innovation and Operations GmbH
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Publication date
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Publication of EP3405423A1 publication Critical patent/EP3405423A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B66B5/22—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces by means of linearly-movable wedges
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/02—Control systems without regulation, i.e. without retroactive action
    • B66B1/06—Control systems without regulation, i.e. without retroactive action electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
    • B66B9/003—Kinds or types of lifts in, or associated with, buildings or other structures for lateral transfer of car or frame, e.g. between vertical hoistways or to/from a parking position

Definitions

  • the present invention relates to a braking device for a car of an elevator system, which can be moved up and down in a vertical shaft, with the car moving along one or more vertical guide rails, and with the braking device comprising two opposing brake blocks, which hold the guide rails between absorb and develop a frictional braking effect when engaging the guide rails.
  • Such a braking device is known from WO 2015/144686A1 .
  • the braking device is designed for use when traveling along a vertical elevator shaft. So that such a braking device ensures the highest possible degree of safety, the control of the elevator system is usually designed in such a way that braking is triggered in every dangerous situation in order to bring the car to a standstill as quickly as possible. This should also take place in particular in the event of a total failure of the energy supply to the elevator system, which is why the braking device is advantageously designed in such a way that it is actively kept in an open state during operation and if the energy supply fails, at least one brake block is automatically brought into engagement with the guide rail ( in particular by the compressive force of a preloaded spring).
  • the object of the present invention is therefore to further develop the braking device in such a way that it can also be used for braking sideways travel, in particular horizontal travel.
  • a braking device for an elevator car of an elevator system comprising a first brake block and a second brake block, which face one another and receive a guide rail between them and develop a braking effect by frictional engagement when they move the guide rails in take action.
  • the first brake pad is wedge-shaped and tapers in the direction of a wedge direction.
  • the front side of the first brake pad facing the guide rail is aligned parallel to the guide rail and the opposite rear side is inclined according to the wedge shape.
  • the braking device comprises a brake pad receptacle which has a contact surface with an inclination corresponding to the wedge-shaped brake pad, against which the rear side of the wedge-shaped brake pad rests in a sliding manner.
  • the braking device also has a locking device with a first position for vertical travel and a second position for travel between elevator shafts, with the braking effect being dependent on the direction of travel in the first position and the braking effect being independent of the direction of travel in the second position the locking device is set up to release a sliding movement of the wedge-shaped first brake pad against the direction of the wedge in the first position and when the braking device is open, and to block the sliding movement of the wedge-shaped first brake pad against the direction of the wedge for sideways travel in the second position and when the braking device is open
  • This configuration has the advantage that there are two settings for the braking device. When the braking device is set for the first time, the locking device assumes the first position.
  • the braking effect depends on the direction of travel.
  • the triggering occurs Braking device for active braking.
  • the locking device assumes the second position.
  • the braking effect is independent of the direction of travel. This setting can be used in particular for braking a journey between several vertically extending elevator shafts (sideways journey).
  • the described effect is achieved in that one of the brake pads is wedge-shaped, tapers in the direction of a wedge direction, and a sliding movement of the wedge-shaped brake pad counter to the wedge direction is released.
  • no or at most a small braking effect occurs due to the following effect:
  • braking is triggered, i.e. the opposite brake pads enter a closed state and engage the guide rail, the wedge-shaped first brake pad is pulled out of its first working position against the direction of the wedge by the frictional connection and slides away from the guide rails along the inclined contact surface of the brake pad receptacle, so that the frictional connection is canceled again.
  • the wedge-shaped first brake pad when driving in the opposite direction to the wedge direction (typically downward travel), the following effect occurs: when braking is triggered, the wedge-shaped first brake pad is pulled out of its first working position in the direction of the wedge by the frictional connection. If a sliding movement of the wedge-shaped brake block is possible in this direction, it slides along the inclined contact surface of the brake block holder towards the guide rail, so that the braking effect builds up and increases gradually. The full braking effect only occurs as soon as the wedge-shaped brake pad can no longer move in the direction of the wedge. The full braking effect is therefore delayed. If the sliding movement of the wedge-shaped first brake pad in this direction is blocked, the wedge-shaped brake pad immediately acts like an ordinary brake pad. So either a delayed or a normal braking effect occurs, but not a reduced braking effect as in the case of driving in the direction of the wedge direction.
  • the wedge shape of the first brake block has the additional advantage that the braking device can be ventilated in the first setting after the end of the braking process in a simple manner by moving the elevator car in the direction of the wedge, for example with the aid of the drive.
  • This movement of the elevator car in the direction of the wedge automatically causes the wedge-shaped first brake block, which is still in contact with the guide rail after the braking process has been completed, to move in the opposite direction to the wedge direction and thus automatically slide away from the guide rail.
  • the braking device is thus ventilated and the car is released.
  • one of the two brake pads is wedge-shaped and is combined with a corresponding brake pad receptacle.
  • the opposite, second brake pad is then, for example, cuboid in shape with front and rear sides that are parallel to one another.
  • the second brake pad does not necessarily have to be equipped with a friction surface in order to form a frictional connection with the guide rail. Only a counterforce has to be transmitted to the guide rail via the second brake pad, which counteracts the pressing force of the first brake pad. Consequently, the second brake pad can also be designed, for example, as a roller arrangement that rolls on the guide rail during the braking process.
  • the rear side of the wedge-shaped brake block can slide against the contact surface directly or slide against the contact surface indirectly via a roller bearing.
  • a roller bearing further reduces the friction in this area and the effect according to the invention still improved.
  • the two brake pads engage the guide rails, preferably in that one or both brake pads are pressed against the guide rails by means of a respective spring.
  • This corresponds to the usual mode of operation of the type of braking device mentioned at the outset.
  • cases are possible in which only one cuboid brake pad is pressed, only one wedge-shaped brake pad including the brake pad mount, or two wedge-shaped brake pads including the brake pad mounts.
  • a wedge-shaped brake pad is therefore always pressed indirectly via the corresponding brake pad mount.
  • the wedge-shaped brake pad and the recording thus form a unit that replaces a conventional brake pad.
  • At least one spring is preloaded by an active mechanism to adjust the brake pad when the brake device is in the open state, so that if the energy supply to the brake device is interrupted, the at least one spring is released and the brake pads engage the guide rails.
  • the two brake pads engage the guide rails when the braking device is in the closed state, in that one or both brake pads are pressed against the guide rails by means of an actuator in each case.
  • This pressing by the actuator can take place against the restoring force of a spring, which keeps the relevant brake pad at a distance from the guide rail when the braking device is in the open state.
  • the actuator may be a hydraulic device. With this design, however, it is not possible to trigger the brake if the power supply is interrupted.
  • the brake pads used within the scope of the invention can either be designed in one piece or each comprise a carrier and a brake lining.
  • the materials known from the prior art can be used for the one-piece brake pads or the brake linings; in particular, the brake pads or brake linings can be formed entirely or partially from a metallic material, a polymer material or a ceramic material. These materials preferably contain fillers to increase friction and/or wear resistance.
  • the first brake pad and the second are wedge-shaped in the manner described above and combined with a corresponding brake pad receptacle.
  • both brake pads are wedge-shaped and taper in the direction of a (common) wedge direction, with the front sides of the brake pads facing the guide rail being aligned parallel to the guide rail and the opposite rear sides being inclined in accordance with the wedge shape.
  • the braking device comprises two brake pad receptacles, which have a contact surface with an inclination corresponding to the respective wedge-shaped brake pad, against which the rear side of the respective wedge-shaped brake pad bears in a sliding manner.
  • the locking device is set up to release a sliding movement of the wedge-shaped brake pads against the wedge direction in the first position and to block the sliding movement of the two wedge-shaped brake pads against the wedge direction in the second position.
  • the braking deceleration can be increased even further when driving in the direction of the wedge, since the frictional connection is even further delayed by the sliding movement of both wedges.
  • the brake pad receptacle at its end lying in the wedge direction has a stop surface for the first brake pad, so that a sliding movement of the first brake pad along the contact surface of the brake pad receptacle in the wedge direction by the Stop surface is limited and wherein the first brake pad in a first working position, in which the locking device occupies the first position, having a distance from the stop surface.
  • the wedge-shaped first brake pad then slides along the inclined abutment surface of the brake pad receiver towards the guide rails until the first brake pad reaches the abutment surface and the braking effect has increased to its full strength.
  • the stop surface has the advantage that the wedge-shaped first brake pad cannot be drawn in as far as desired, so that the braking device is prevented from jamming.
  • the locking device is set up to lock the wedge-shaped first brake pad in the second position in a second working position, in which the wedge-shaped first brake pad rests against the stop surface.
  • the wedge-shaped brake pad acts like an ordinary brake pad without any retarding effect.
  • the braking effect of the brake pad locked in this way is independent of the direction of travel.
  • the locking device comprises a locking bolt which can be moved between a first position in the first position and a second position in the second position.
  • the locking bolt is set up in the second position to positively block the sliding movement of the wedge-shaped first brake pad against the direction of the wedge.
  • the locking bolt releases the sliding movement of the wedge-shaped first brake pad in the opposite direction to the wedge.
  • the desired adjustability of the braking device can thus be achieved by this simple mechanical measure.
  • the mobility of the locking bolt can be realized electromechanically, electromagnetically, hydraulically or pneumatically.
  • the wedge-shaped first brake pad is connected to a restoring device, in particular a spring, in order to move the first brake pad from the second working position into the first working position. This ensures that the first brake pad goes back into the starting position after the braking process by means of the spring force.
  • the spring is designed as a helical spring surrounding the locking bolt. In this way, a particularly space-saving design of the locking device can be achieved.
  • the locking device comprises a magnet which is set up such that its magnetic forces act on the wedge-shaped brake block in the second position in such a way that the sliding movement of the wedge-shaped first brake block counter to the wedge direction is blocked.
  • This embodiment can be further developed in such a way that the magnetic forces of the magnet acting on the wedge-shaped first brake pad are reduced in the first position, so that the sliding movement of the wedge-shaped first brake pad counter to the wedge direction is released.
  • This design of the locking device has the advantage that there does not have to be any mechanical contact between the locking device and the wedge-shaped first brake pad. As a result, the wear on the locking device can be reduced.
  • the magnet is an electromagnet which is currentless in the first position and is energized in the second position.
  • the invention also relates to a car for an elevator system with a prescribed braking device.
  • the elevator car has the advantages that were described above in relation to the braking device.
  • the braking device is typically arranged on the elevator car in such a way that the wedge direction is directed vertically upwards.
  • the invention also relates to an elevator system with at least two elevator shafts and at least one car with a cabin and a guide device.
  • the cabin is rotatably mounted relative to the guide device about a horizontal axis of rotation.
  • a vertically extending guide rail is provided in each elevator shaft, along which the elevator car can be moved.
  • each guide rail is designed with a rotatable segment, with the rotatable segments being able to be aligned with one another in such a way that the elevator car can be moved along the segments between the elevator shafts.
  • a braking device as described above is arranged on the guiding device, so that the braking device is also rotated relative to the cabin when the guiding device is rotated.
  • the invention also relates to a method for operating an elevator system as explained above, wherein the locking device is in the first position during the movement of the car along the vertically extending guide rail and is in the second position during the movement between the elevator shafts.
  • the elevator system and the method have the advantage that the same braking device can be used both for travel along the vertically extending elevator shafts (while the locking device is in the first position) and for sideways travel between the elevator shafts ( while the locking device is in the second position).
  • the omission of an additional braking device for lateral movements enables a particularly light construction of the elevator car and thus an energy-saving elevator system.
  • FIG 1 shows a first embodiment of a braking device 14 according to the invention for a car of an elevator system in a schematic cross-sectional representation.
  • the braking device 14 comprises a first brake pad 16 and a second brake pad 18 which face one another and which receive a guide rail 110 between them.
  • the first brake pad 16 is wedge-shaped and tapers in a wedge direction 20.
  • the wedge direction 20 is parallel to a main extension direction of the guide rails 110.
  • the first brake pad 16 is oriented in such a way that the front side of the first brake pad 16 facing the guide rails 110 is aligned parallel to the guide rails 110 and the opposite rear side is inclined in accordance with the wedge shape.
  • the braking device 14 also includes a brake pad receptacle 22 which has a contact surface 24 with an inclination corresponding to the wedge-shaped first brake pad 16 . This inclined rear side of the wedge-shaped first brake pad 16 is in sliding contact with the brake pad retainer 22 via a roller bearing 26 .
  • the brake pad receptacle 22 has a stop surface 28 for the brake block 16, so that a sliding movement of the first brake pad 16 along the contact surface 24 of the brake block receptacle 22 in the wedge direction 20 is limited by the stop surface 28.
  • the wedge-shaped first brake pad 16 opposite the second brake pad 18 is cuboid. This second brake pad 18 is movable towards the guide rail 110, while the brake pad holder 30 is fixed (with respect to the braking device 14).
  • the cuboid second brake block 18 can be pressed against the guide rails 110 by means of a spring 32, with this spring 32 being pretensioned when the braking device 14 is in the open state, an active mechanism 34 when braking is triggered by a control signal, but also when In the event of a power failure, the action of the mechanism 34 is released and the brake pads 16 and 18 engage the guide rails 110 due to the urging force of the spring 32.
  • the braking device 14 also has a locking device 36 with a first position and a second position.
  • the locking device 36 comprises a locking bolt 38 which is movable between a first position in the first position and a second position in the second position.
  • the movement of the locking bolt 38 can be implemented, for example, electromagnetically, hydraulically, pneumatically or electromechanically.
  • figure 1 shows the locking device 36 in the first position. In this first position, the locking device 36 releases a sliding movement of the wedge-shaped brake pad 16 counter to the wedge direction 20 .
  • the locking bolt 38 of the locking device 36 thus does not block the sliding movement of the wedge-shaped brake pad 16 against the wedge direction 20 but releases it.
  • the brake pad 16 is in a first working position, in which it is at a distance from the stop surface 28 . Due to this distance, a limited sliding movement of the wedge-shaped first brake pad 16 in the wedge direction 20 is possible.
  • the wedge-shaped first brake pad 16 is held in this first working position by the spring 40 .
  • the spring 40 is designed as a helical spring which surrounds the locking bolt 38, which leads to a particularly space-saving design.
  • the shown first position of the locking device 36 is set during a movement of the car along a vertically extending guide rail 110 .
  • braking can occur during a downward movement of the car or braking during an upward movement of the car.
  • the wedge-shaped first brake pad 16 together with the brake pad receptacle 22 has a decelerating effect.
  • the friction that occurs causes the wedge-shaped first brake pad 16 to be pulled in the wedge direction and slides via the roller bearing 26 along the inclined contact surface 24 of the brake pad receptacle 22 in the wedge direction 20 and towards the guide rails 110 .
  • the braking effect is delayed.
  • a frictional connection occurs between the brake pads 16 and 18 and the guide rail 110.
  • the downward movement of the elevator car is braked, which prevents the elevator car from falling in the event of a malfunction.
  • the first brake pad 16 rests against the stop surface 28 in the first working position.
  • no sliding movement of the wedge-shaped first brake pad 16 in the wedge direction 20 is possible.
  • the wedge-shaped first brake pad 16 has the same effect as a normal brake pad.
  • the first brake block 16 slides counter to the wedge direction 20 and away from the guide rails 110, so that the braking effect is reduced.
  • FIG 1 Various sensors 42 are also shown, which are connected to a control unit 600 via control lines 44 and enable monitoring of the correct positioning of the most important components. Since the braking device 14 is a safety-relevant component of the elevator system, the functionality of the braking device 14 must be ensured at all times.
  • figure 2 shows the same embodiment of the braking device 14 according to the invention, while the locking device 36 occupies the second position.
  • the wedge-shaped brake pad 16 is locked in a second working position in which it bears against the stop surface 28 .
  • the locking pin 38 is in the second position in which it positively blocks the sliding movement of the wedge-shaped brake pad 16 against the direction of the wedge.
  • the shown second position of the locking device 36 is set during a movement of the car between the elevator shafts, that is typically horizontal. With this setting, the braking effect is independent of the direction of travel of the car.
  • the same braking device 14 can thus be used as a quite ordinary shoe brake during travel between the elevator shafts. There is no decelerating effect due to the wedge shape of the wedge-shaped first brake pad 16 . Accordingly, no additional braking device has to be provided for travel between the elevator shafts.
  • FIG 3 shows schematically a second embodiment of the braking device 14 according to the invention, while the locking device 36 occupies the second position.
  • the locking device 36 includes a magnet 46, which is designed as an electromagnet.
  • the two positions of the locking device 36 differ in the energization of the electromagnet.
  • the electromagnet 46 is energized, while in the first position it is de-energized.
  • the magnetic forces of the electromagnet 46 act on the wedge-shaped brake pad 16 in such a way that the sliding movement of the wedge-shaped first brake pad 16 counter to the wedge direction 20 is blocked.
  • the wedge-shaped brake pad 16 has permanent magnets 48 opposite the poles of the electromagnet 46 .
  • Electromagnet 46 By energizing the Electromagnet 46 forms a magnetic field at the poles of the electromagnet 46, which attracts the permanent magnet 48 and thus brings the wedge-shaped first brake pad 16 into the second working position shown and locks it there. A movement of the wedge-shaped first brake pad 16 in the wedge direction 20 is blocked by the contact surface 28 in the second working position. Contrary to the wedge direction 20, however, the locking device 36 with the electromagnet 46 blocks a sliding movement by means of the magnetic forces.
  • the rear side of the wedge-shaped first brake pad 16 has a ferromagnetic material.
  • the wedge-shaped first brake pad 16 is brought into the second working position and locked there by the magnetic field of the electromagnet 46 .
  • the use of permanent magnets 48 has the advantage that a weaker electromagnet can be used in order to realize an equally strong magnetic attraction force.
  • the electromagnet 46 In the first position of the locking device 36, the electromagnet 46 is de-energized. The magnetic forces of the electromagnet 46 are thus reduced in the first position and the sliding movement of the wedge-shaped brake pad 16 against the wedge direction 20 is released. Due to its weight, the wedge-shaped first brake pad 16 therefore assumes the first working position, which is already figure 1 shown and explained.
  • the spring 40 supports the wedge-shaped first brake pad 16 in this first working position.
  • the spring 40 is designed as a helical spring.
  • an electromagnet 46 which is de-energized in the first position and energized in the second position
  • the same effect can also be achieved by combining a permanent magnet with an electromagnet.
  • the two positions are exactly reversed.
  • the electromagnet In the second position, the electromagnet is de-energized and only the magnetic forces of the permanent magnet act on the wedge-shaped first brake pad 16 in such a way that the sliding movement of the wedge-shaped first brake pad 16 against the wedge direction 20 is blocked.
  • the elevator system 100 includes two elevator shafts 101a and 101b.
  • a physical barrier 102 for example a partition or wall, can be formed, at least in part, between the elevator shafts 101a and 101b.
  • a first guide rail 110a is arranged in a first elevator shaft 101a, and a second guide rail 110b is arranged in a second elevator shaft 101b.
  • a car 200 which is located in the elevator shaft 101a or 101b, can be moved along these guide rails 110a or 110b.
  • the car 200 includes a cabin 210 and a frame or guide device 220.
  • the guide device 220 acts as a suspension for the cabin 210.
  • the cabin 210 is designed as a so-called backpack suspension and has an L-shaped support structure 215.
  • the support structure 215 absorbs the weight of the cabin 210 through its short leg.
  • the long leg of the L-shaped support structure 215, on the other hand, is connected to the first guide rail 110a via the guide device 220.
  • the advantage of this backpack design is that the guide rail is only required on one side of the cabin 210.
  • the guide device 220 is connected to the cabin 210 via a horizontal axis of rotation 121a.
  • the cabin 210 is rotatably mounted relative to the guide device 220 about the horizontal axis of rotation 121a.
  • the car 200 can be moved by means of a linear drive 300 along the guide rails 110a and 110b.
  • the guide rails 110a and 110b form a first element 310 of this linear drive 300.
  • This first element 310 is designed in particular as a primary part or as a stator 310 of the linear drive 300, more particularly as a long stator.
  • a second element 320 of the linear drive 300 is arranged on the guide device 220 of the car 200 .
  • This second element 320 is designed in particular as a secondary part or reaction part of the linear drive 300.
  • the second element 320 is designed as a permanent magnet, for example.
  • the guide rails 110a and 110b are designed not only as the first element 310 of the linear drive 300, but also as guide rails for the car 200.
  • the guide rails 110a and 110b have a suitable guide element 410 in particular for this purpose.
  • Guide rollers 420 which are formed on the guide device 220 of the car 200 act on this guide element 410 .
  • the guide device 220 of the car 200 also has two braking devices 14 according to the invention, each with two opposing brake pads, which with respect to the Figures 1-3 have been described. Both braking devices 14 are arranged on the guide device 220 in such a way that a section of the first guide rail 110a comes to rest between the two opposing brake pads of the two braking devices 14 .
  • the elevator car 200 has a backpack suspension.
  • Guide device 220 and guide rails 110a and 110b are arranged on one side, in particular on a rear side, of elevator car 200. In this case, this rear side is opposite an entry side of the elevator car 200 .
  • the entry side of the elevator car 200 has a door 211 . Since the guide rails 110a and 110b function both as guide rails and as part of the linear drive 300, essentially no additional elements are required in the elevator shafts 110a or 110b in order to move the car 200. According to the invention, the elevator car 200 is not limited thereto, only within one of the elevator shafts 110a or 110a 110b to be moved, but can be moved between the two elevator shafts 110a and 110b.
  • a control unit 600 which is shown purely schematically in the figures, is set up in particular in terms of programming to carry out a preferred embodiment of a method according to the invention for operating the elevator system 100.
  • the control unit 600 in particular controls the linear drive 300 and moves the car 200. Furthermore, the control unit 600 controls changing or moving the car 200 between the elevator shafts 110a and 110b.
  • the control unit 600 continues to control the setting of the two braking devices 14. During the movement of the elevator car 200 along the vertically extending first guide rail 110a, the locking devices of the two braking devices 14 are controlled in such a way that they are each in the first position. On the other hand, during movement between elevator shafts, the locking devices are controlled in such a way that they are in the second position.
  • the car 200 is first moved in the elevator shaft 101a and is then transferred from the first elevator shaft 101a to the second elevator shaft 101b.
  • a changeover between the elevator shafts 101a and 101b takes place in particular in the transfer level 500.
  • the barrier 102 has an opening 103.
  • the car 200 can be moved between the elevator shafts 101a and 101b through this opening 103 .
  • the first guide rail 110a has a first rotatable segment 120a and the second guide rail 110b has a second rotatable segment 120b.
  • the first segment 120a and the second segment 120b is rotatably mounted about a first horizontal axis of rotation 121a and about a second horizontal axis of rotation 121b. Rotatable segments 120a and 120b are also controlled by control unit 600.
  • the rotatable segments 120a and 120b are shown in the figures with a rectangular shape purely by way of example.
  • the ends of the segments 120a and 120b, at which they adjoin the remaining parts of the guide rails 110a and 110b, can also be curved in the shape of a circular arc.
  • the guide rails 110a and 110b to the Points at which they adjoin the segments 120a and 120b may also be curved in opposite directions in the shape of a circular arc. This ensures that the segments 120a or 120b do not strike or become wedged against the other parts of the guide rails 110a or 110b during the course of the rotation.
  • the segments 120a and 120b are moved from a vertical orientation, as shown in FIG figure 4 shown rotated to a horizontal orientation as shown in FIG figure 5 is shown and explained in detail below.
  • a compensating rail element 125 is arranged in the region of the transfer plane 500 between the guide rails 110a and 110b.
  • This compensating rail element 125 serves to bridge a free space or gap between the segments 120a and 120b rotated into the horizontal orientation.
  • the compensating rail element 125 functions analogously to the guide rails 110a and 110b as the first element 310 of the linear drive 300 and has guide elements 410 in order to serve as a horizontal guide rail for the car 200 at the same time.
  • the compensating rail element 125 can also be curved at its ends in the shape of a circular arc, in particular curved in the opposite direction to the corresponding ends of the segments 120a and 120b.
  • the elevator car 200 is initially moved along the first guide rail 110a into the transfer plane 500 and thus onto the rotatable segment 120a.
  • FIG 4 it is shown that car 200 is already in this transfer level 500 .
  • the first segment 120a of the first guide rail 110a is rotated 90° about the first horizontal axis of rotation 121a. This is indicated by the arrow 104.
  • the second segment 120b of the second guide rail 110b is rotated through 90° about the second horizontal axis of rotation 121b.
  • the guide device 220 of the elevator car 200 is also rotated by 90°.
  • the two braking devices 14 are thus also rotated by 90°.
  • the orientation of the cabin 210 remains unchanged, which is realized by rotating the cabin 210 relative to the guide device 220 by -90°.
  • the elevator system 100 is analogous to figure 4 shown schematically with the first segment 120a and the second segment 120b each rotated 90° to the horizontal orientation.
  • the cabin 210 is in the second position relative to the guide device 220 .
  • the first segment 120a rotated into the horizontal orientation, the second segment 120b rotated into the horizontal orientation and the compensating rail element 125 now form a horizontal guide rail 115.
  • the horizontal guide rail 115 is an (essentially) closed guide rail and (essentially) without one freedom developed.
  • the control unit 600 controls the two locking devices and brings them into the second position, in which a sliding movement of the wedge-shaped brake pads counter to the wedge direction is blocked. With this setting, the braking effect is independent of the direction of travel of the elevator car 200.
  • the wedge shape of the wedge-shaped first brake pad 16 results in a decelerating braking effect.
  • the braking device according to the invention can thus be used for travel between the elevator shafts as an ordinary shoe brake. No additional braking device needs to be provided specifically for travel between the elevator shafts.
  • the elevator car 200 is now moved along the horizontal guide rail 115 .
  • the second element 320 of the linear drive 300 on the car 200 interacts with the first element 310 of the linear drive, i.e. here the horizontal guide rail 115.
  • the car 200 can now be moved from the first elevator shaft 101a to the second elevator shaft 101b and thus changes between the elevator shafts 101a and 101b.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Braking Arrangements (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Claims (11)

  1. Dispositif de freinage (14) pour une cabine d'ascenseur (200) d'un système d'ascenseur (100), où le dispositif de freinage (14) comprend un premier sabot de freinage (16) et un deuxième sabot de freinage (18) qui se font face et accueillent entre eux un rail de guidage (110), et développent un effet de freinage par friction lorsqu'ils se mettent en prise avec le rail de guidage (110),
    dans lequel le premier sabot de freinage (16) est conçu en forme de cône et se rétrécit dans une direction en cône (20),
    dans lequel le côté avant orienté vers le rail de guidage (110) du premier sabot de freinage (16) est orienté parallèlement par rapport au rail de guidage (110) et le côté arrière situé à l'opposé du premier sabot de freinage (16) est incliné de manière à correspondre à la forme conique, et
    où le dispositif de freinage (14) comprend en outre un logement de sabot de freinage (22) qui présente une surface d'appui (24) avec une inclinaison correspondant au premier sabot de freinage (16) sur laquelle s'appuie le côté arrière du premier sabot de freinage (16) en glissant,
    caractérisé en ce
    que le dispositif de freinage (14) est conçu pour le freinage d'une conduite vers le côté en ce que le dispositif de freinage (14) présente un dispositif de blocage (36) avec une première position pour une conduite verticale et une deuxième position pour une conduite entre des cages d'ascenseur, dans lequel l'effet de freinage dépend de la direction de conduite dans la première position et l'effet de freinage est indépendant de la direction de transport dans la deuxième position, dans lequel le dispositif de blocage (36) est conçu
    - dans la première position et pour un état ouvert du dispositif de freinage (14), pour libérer un déplacement en glissement du premier sabot de freinage (16) en sens inverse de la direction en cône (20), et
    - dans le deuxième position et pour un état ouvert du dispositif de freinage (14), pour bloquer le déplacement en glissement du premier sabot de freinage (16) en sens inverse de la direction en cône (20) pour la conduite vers le côté,
    dans lequel le logement de sabot de freinage (30) présente une surface de blocage (28) pour le premier sabot de freinage (16) au niveau de son extrémité se situant dans la direction en cône (20) de sorte qu'un déplacement par glissement du premier sabot de freinage (16) le long de la surface d'appui (24) du logement de sabot de freinage (30) dans la direction en cône (20) est limité par la surface de blocage (28), et dans lequel le premier sabot de freinage (16), dans une première position de travail dans laquelle le dispositif de blocage (36) prend la première position, présente un espace par rapport à la surface de blocage (28) ;
    dans lequel le dispositif de blocage (36) est conçu pour, dans la deuxième position, bloquer le premier sabot de freinage (16) dans une deuxième position de travail dans laquelle le premier sabot de freinage (16) se plaque sur la surface de blocage (28).
  2. Dispositif de freinage selon la revendication 1,
    dans lequel le deuxième sabot de freinage (18) est conçu sous forme d'un parallélépipède et présente des côtés avants et arrières parallèles les uns aux autres.
  3. Dispositif de freinage selon l'une des revendications 1 ou 2,
    caractérisé en ce
    que le dispositif de blocage (36) comprend un boulon de verrouillage (38) qui peut être déplacé entre un premier emplacement dans la première position et un deuxième emplacement dans la deuxième position, où le boulon de verrouillage (38) est conçu pour bloquer par complémentarité des formes le déplacement par glissement du premier sabot de freinage (16) en sens inverse de la direction en cône (20) dans la deuxième position.
  4. Dispositif de freinage selon l'une des revendications 1 à 3,
    dans lequel le premier sabot de freinage (16) est relié avec un dispositif de réinitialisation, notamment un ressort (40), afin de transférer le premier sabot de freinage (16) de la deuxième position de travail vers la première position de travail.
  5. Dispositif de freinage selon la revendication 4, caractérisé en ce
    que le ressort (40) est un ressort à vis qui entoure le boulon de verrouillage (38).
  6. Dispositif de freinage selon l'une des revendications 1 ou 2,
    caractérisé en ce
    que le dispositif de blocage (36) comprend un aimant (46), qui est conçu pour que ses forces magnétiques dans la deuxième position agissent de telle manière sur le premier sabot de freinage (16) que le déplacement par glissement du premier sabot de freinage (16) est bloqué en sens inverse de la direction en cône (20).
  7. Dispositif de freinage selon la revendication 6,
    caractérisé en ce
    que les forces magnétiques de l'aimant (46) agissant sur le premier sabot de freinage (16) sont réduites dans la première position de sorte que le déplacement par glissement du premier sabot de freinage (16) est libéré dans le sens inverse de la direction en cône (20).
  8. Dispositif de freinage selon la revendication 7,
    caractérisé en ce
    que l'aimant (46) est un électro-aimant qui n'a pas de courant dans la première position et est alimenté par un courant dans la deuxième position.
  9. Cabine d'ascenseur (200) pour un système d'ascenseur (100) comprenant un ou plusieurs dispositifs de freinage (14) selon l'une des revendications précédentes.
  10. Système d'ascenseur (100) pourvu
    - d'au moins deux cages d'ascenseur (101a, 101b),
    - d'au moins une cabine d'ascenseur avec une cabine (210) et un dispositif de commande (220),
    dans lequel la cabine (210) est logée en pouvant être mise en rotation autour d'un axe de rotation (121a, 121b) horizontal par rapport au dispositif de commande (220), dans lequel un rail de guidage (110a, 110b) s'étendant verticalement est prévu dans chaque cage d'ascenseur (101a, 101b), le long duquel la cabine d'ascenseur (200) peut se déplacer,
    et dans lequel chaque rail de guidage (110a, 110b) est conçu avec un segment rotatif (120a, 120b),
    dans lequel les segments rotatifs (120a, 120b) peuvent être orientés l'un par rapport à l'autre de telle manière que la cabine d'ascenseur (200) peut se déplacer le long des segments (120a, 120b) entre les cages d'ascenseur (101, 101a, 101b), caractérisé en ce
    qu'un dispositif de freinage (14) selon l'une des revendications 1 à 8 est disposé sur le dispositif de commande (220).
  11. Procédé de fonctionnement d'un système d'ascenseur (100) selon la revendication 10, dans lequel le dispositif de blocage (36), pendant le déplacement de la cabine d'ascenseur (200) le long du rail de guidage (110) s'étendant verticalement, est dans la première position et, pendant le déplacement entre les cages d'ascenseur (101a, 101b), est dans la deuxième position.
EP17701060.0A 2016-01-19 2017-01-11 Dispositif de freinage pour une cabine d'un système d'ascenseur Active EP3405423B1 (fr)

Applications Claiming Priority (2)

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DE102016200593.6A DE102016200593A1 (de) 2016-01-19 2016-01-19 Bremseinrichtung für einen Fahrkorb eines Aufzugsystems
PCT/EP2017/050480 WO2017125293A1 (fr) 2016-01-19 2017-01-11 Dispositif de freinage pour une cabine d'un système d'ascenseur

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EP3405423A1 EP3405423A1 (fr) 2018-11-28
EP3405423B1 true EP3405423B1 (fr) 2023-06-07

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EP (1) EP3405423B1 (fr)
CN (1) CN108473279B (fr)
DE (1) DE102016200593A1 (fr)
FI (1) FI3405423T3 (fr)
WO (1) WO2017125293A1 (fr)

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Publication number Publication date
US11084689B2 (en) 2021-08-10
CN108473279B (zh) 2021-06-01
DE102016200593A1 (de) 2017-07-20
EP3405423A1 (fr) 2018-11-28
CN108473279A (zh) 2018-08-31
US20190144240A1 (en) 2019-05-16
FI3405423T3 (fi) 2023-08-29
WO2017125293A1 (fr) 2017-07-27

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